Controlling mechanism for motor-cars.



J. C. BRACKETTr CONTROLLING MECHANISM FOR MOTOR CARS.

APPLICATION FILED NOV-30,1912. 1,19 9% 7 Patented Sept. 19, 1916.

3 SHEETS-SHEET I.

WITNESSES INVENTOR M f BY ms ATTORNEY 5M fm I JW W JOHN C. BRACK ETT .I.C. BRACKETT.

CONTROLLING MECHANISM FOR MOTOR CARS.

APPHCATION FILED NOV. 30. 1912.

Patented Sept. 19, 1916.

3 SHEETS-SHEET 2- I 1 "Mn-gain INVENTOR JOHN G. BRACKETT .BY HISATTORNEY J. C. BRACKETT.

CONTROLLING MECHANISM FOR MOTOR CARS.

APPLICATION FILED Nov. 30, 1912.

1,198,995. Patented Sept. '19, 1916.

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w'TNEssEs INVENTOR //6'- //5 W5 M 76 JOHN BRAOKETT BY HIS ATTORNEYneutral to reverse, or from JOHN C. BRACKETT, OF COPPER CLIFF, ONTARIO,CANADA.

CONTROLLING MECHANISM FOR MOTOR-CARS.

Specification of Letters Patent.

Patented Sept. 19, 1916.

Application filed November 30, 1912. Serial No. 734,379.

To all whom it may concern Be it known that I, JOHN C. BRAoKETr, acitizen of the United States, residing in Copper Cliff, Ontario, Canada,have invented certain Improvements in Controlling Mechanism forMotor-Cars, of which the following is a. specification.

My invention relates to a system of control particularly adapted togasolene-enginedriven motor cars, and comprises means whereby the rangeof car speed is controlled electrically without recourse to shifting ofthe change gears by hand. By preference,-

the control of the car is vested in the usual readily accessible andunderstandable finger levers on the steering wheel with such ad-.ventitious aid as may be desired from the sign, but the fundamentalrequirement for a light, powerful unlt will always have to be met byhigh speed design, as the unit explosion pressure is limited by manyconsiderations. When road and grade demand high power at low car speedthe power must, therefore, be derived from an engine at high speed,geared down to operating requirements by a ratio too low for use duringfaster travel.

By means of my device, with the car standing and the motor at rest, thethrottle control 'lever may be swung sharply from neutral to a highforward speed on the high gear, and no further attention given toanything but the steering wheel.' The engine may be started and the carpicked up smoothly on reverse, or picked up on the first gear forwardand carried through to the second and to the high speed or third gear ata rate limited only by the capacity of the motor and by what the carshould stand.--

My invention representsan advance in the art of motor car control inthat, using only the standard spur gears for engine 'speedreduction, itsupplies a means of effecting the automatic shifting of these gears bymanipulation of simple levers which, by preference, are those ordinarilyused for engine control. The automatic shifting of the gears ispreferably accomplished by the use of electric power which may, ifdesired, be also used for the operation of an electrical selfstarter,the precise action of which it will not be necessary here to refer to,as it forms, in itself, no part of this invention.

In the accompanying drawings Figure 1 is a diagrammatic representationof an ordinary system of speed-changing gears employed in motor cars,illustrating in connection therewith a system of gear-shifting magnetsand controlling electric circuits embodying my invention; Fig. 2 showsan arrangement which may be adopted for the disposal of control parts inrespect to the car; Fig. 3 represents the ordinary steering wheel withthe control levers thereon; Fig. 4 represents a connection between theclutch pedal and the clutch operating shaft; Fig. 5 is a diagramrepresenting the area of throttle opening corresponding tothe differentpositions of the throttle control lever; Fig. 6 represents a sectionalelevation of the main controlling switch; Fig. 7 represents a crosssection through the electrical contacts of the main switch; Figs. 8 and9 represent the arrangement of the locking notches and rollerscontrolling the main switch; Fig. 10 shows a developed plan of thecontacts of the main switch in their relation to the locking notches,and to the successive positions of the control lever; Fig. 11 showsdetails of the extensor spring in the main switch operating rack, andFig. 12 shows details of the driving clutch operating coil and ofacircuit opening and drivinghcontact, operating in conjunction therewitReferring in the first instance to Fig. l of the accompanying drawing, Ihave illustrated an ordinary sliding gear automobile transmissionmechanism by means of which the clutch shaft -1 f.fis connected to thecar shaft 2 throughth medium of counter shaft gears 3 'and 4, a countershaft 5, and reducing trains 6 and 7, Sand 9, 10 and 11, and

6, 12 'and 13, constituting respectively the first orlow speed, thesecond or intermediate speed, the third or high speed, and the reversegear. The spur Wheels of these trains are shifted into and out of meshby shifter arms 14, 15 and 16 connected to the shifter bars 17 and 18,which can, by means of solenoid magnets 19, 20, 21, 22, 23 and 24, bemoved in either direction or maintained iin a mid position. Thesolenoids have their cores secured to the shifter bars in such positionthat excitation of coil 19 draws the shifter bar 17 to the left, puttingthe low gear train 67 into mesh; excitation of coil 20 draws the shifterbar 18 to the right, putting the second gear train 8-9 into mesh;excitation of coil 21 draws shifter bar 18 to the left, putting the highspeed train 1011 into mesh; excitation of coil 22 draws the shifter bar17 to the right, putting the reverse gear train 6, 12, 13 into mesh, andexcitation of coils 23 and 24 draws the shifter bars 17 and 18,respectively, into their mid positions, putting the various gear trainsout of mesh, as illustrated in Fig. 1 of the drawing. In this positionof the shifter bars 17 and 18 the brush and toggle contacts 25 and 26 inthe electrical circuit shown in Fig. 1 are closed.

The clutch shaft 1 is connected to the em gine shaft 27 by the drivingclutch 28 which may be operated by the customary clutch pedal on thecar, but whichis also under control of a solenoid 29.

Power for the operation of the various solenoids is taken from anyavailable source on the car, as, for instance, direct from a smallgenerator geared to the engine (such generator being indicated at 31, inFig. 1) or from a storage battery charged by such generator. Thesesolenoids are also, by preference operated in conjunction with some formof electrical self-starter for the engine, the latter being controlledby an electrical. relay operated in connection with a master switchlater to he described. The action of this self-starting device isomitted from this description, since the relation of its controllingrelay to certain members of the herein described speed controllingsystem is the only part of it which is pertimerit to this invention.Power tion to the solenoids is effected through a master switch lever 32and a contact 33, the latter being closed only when the clutch 28 isopened by the solenoid 29. The master switch lever 32 contacts withterminals 34, 35, 36, 37 and 38 of the electrical cirby a lever undercontrol'of. the driver of the distribucar, and, in order to avoidunnecessary multiplication of levers, this lever is, by preference, theengine gas control lever 40 which, as well asthe engine spark controllever 41, travelsover the control sector 42 located above the steeringwheel 4 3, as shown in 3, The control sector 42 is marked by flats 44,45, 46, 47 and 48 corresponding, respectively, to the terminals 34, 35,36, 37 and 38, these flats being so proportioned as to provide areasonable amount of resistance to the travel of the lever 46 so as toprevent inadvertent or accidental change in the position of said leverbetween the intentional. changes of such position. the master switchlever 32 is swungt o con- If, with the motor at rest,

tact with the terminal 35 a circuit will be completed from the powergenerator 31 through wire 49, master switch lever 32,

segment 39, wire 50, and solenoid 29 back' to generator, opening clutch28. This movement closes contact 33 and completes a circuit fromgenerator 31, through wire49, wire 52, solenoids 23 and 24., wire 53,and

contact with. the terminal 34, thereby com-' pleting a circuit as beforefrom segment 39 through the main clutch coil 29, thus opencontact 33,back to generator, exciting the ing the clutch 28 and closing contact33. I

At the same time a circuit is completed from the generator 31 throughthe wire 49, masterswitch lever 32, terminal 34, wire 55,

coil 22, wire 56, contact 26, and contact 33,

back to generator, thereby exciting the coil 22, drawingthe shifter'bar17 to the right, a

and putting the reverse gear train 6, 12 and 13 into mesh. Swinging thecontrol lever 40 to the. left of point-44 carries the master switchlever 32 to the left of the SEg-I ment 39, thereby opening the circuit.

through the coil 29 so as to permit the clutch 28 to close and drive thecar back-' ward. When the desired backward travel is reached the clutchmay be opened either i by means of the clutch pedal of the car, or bymoving the control lever 40 to the'rightv over point 44, thusrecompleting the circuit a through the clutch coil 29 and again openingthe clutch, and, if a quick stoppage ofi the car is required,suchstoppage may be efiected by means of the ordinary foot brake. Swingingthe control lever 40' to the right over point46'places the master-switchlever 32 contact with the terminal 36, i

and segment 39, thereby opening the clutch 28 by excitation of the coil29 and closing the contact 33. This completes a circuit through the wire52, coils 23 and 24, wire 53 and contact 33, setting all gears atneutral and at the same time it completes a circuit from generator 31through wire 49, master switch lever 32, terminal 36, wire 57, coil 19,wire 56, contact 26, and contact 33, back to the generator, therebyenergizing the coil 19 and moving the shifter bar 17 to the left so asto enmesh the slow speed gear train 6-7. Carrying the control lever 40past the point 46 to the space between points 46 and 47, breaks thecircuit through the coil 29, permits the clutch 28 to close, and runsthe car on the low gear.

If it is desired to supply the engine with more gas than is permitted topass the throttle valve .When the control lever 40 is in the positionlast described, the supply is completed by means of the usual foot.throttle or accelerator which opens a bypass around the main valve.

Moving the control lever 40 to point 47 throws the master switch leverinto contact with the terminal 37 and segment 39. This energizes thecoil 29, opens the clutch 28, closes the contact 33, and completes thecircuit from the generator 31 through the wire 52, coils 23-, 24, wire53, and contact 33,

back to the generator, thereby energizing the coils 23 and 24,*puttingall gears in the neutral position and closing the contact 25. Thiscompletes a circuit from the generator 31 throu h the wire 49, masterswitch lever 32, termlnal 37, wire 58, coil 20, wire 59, contact 25,wire and contact 33, back to the generator, thereby energizing the coil20, moving the shifter bar 18 to the right and throwing the second speedgear 89 into mesh. Moving the control lever 40 into the space betweenpoints 47 and 48 removes the master switch lever 32 from the segment 39and opens the circuit through the coil 29, thereby permitting clutch 28to close and running the car on the second gear at a speed adjustable bythe foot throttle. Moving the control lever 40 into position 48 bringsthe master switch lever 32 into contact with the terminal 38 andsegment39, thereby completing the circuit through the coil 29, openingthe clutch 28,'closing the contact 33, and completing a circuit from.

, the generator 31, through the wire 49, master switch lever 32,terminal 38, wire 61,-coil 21, wire 59, contact 25, wire 60 and contact33, back to the generator,thereby exciting the coil 21, drawing theshifter bar 18 to the left and putting the high speed gear 1011 intomesh. Carrying the control lever 40 to the right past posltion 48 breaksthe cir-' cuit through the clutch coil 29 and permits the clutch 28 toclose, thereby running the car on the third speed gear. Thereafter thegas supply may, if desired, be controlled entirely by the lever 40.

The connection between the gas control lever 40 and the 'carburetervalve may be through a link, crank, cam or other device 62, as shown inFig. 2, the connection being designed to give gas openings such, forinstance, as indicated in the diagram, Fig. 5, which indicates the areaof valve opening at difierent angular positions of the control lever 40.In this diagram the dotted line 64 corresponds to the position of thecontrol lever at the point 48 on the sector 42. Movement of thevcontrollever 40 to the left of this position gives the right amount of gas tosupply the engine during the periods 1n which the main clutch 28 is heldopen by the solenoid 29, the gas supplied between these periods beingregulated by the foot throttle or accelerator, and a suitable con.-

nection from the clutch operating shaft closing the by-pass when theclutch is held open by the solenoid 29. This renders unnecessary thechanging of the pressure on the foot throttle during acceleration.The'control lever shaft is connected by bevel gears 72 to a shaft 73which carries the throttle controlling cam or equivalent device 62, and

is also provided with a spur gear 74 meshing with a rack 75 whichoperates the master switch lever 32, said rack having a spring section76 which permits movement of that portion of the rack which engages thegear 74 without necessarily imparting corresponding movement to themaster switch lever.

. In connection with the master switch lever I employ an escapement orother time element device for retarding the movement of said switchlever but the electrical functions of the control may be effectedinstead by a system of relays excited from a small dial switch operatedby the lever 40 in conjunc tion with any suitable retarding time elementdevice, and the latter, together with the relays, may be mounted on thedash-. board of the car, thus placing the control of the rate of caracceleration in this convenient place, or the gear and clutch solenoidsmay be connected directly to a primary master switch operated by acontrol lever 40 at a rate controlled by a small dashpot, mounted on andcontrolled at the dashboard of the car, or controlled by combining themovement of the master switch with a time element device introduced intothe ac-.

tion of the clutch coil 29, either plan having for its object theintroduction of an adjustable time element between the possibly hastymovement of the control lever 40 over the low gear positions, and theaction of the electrical connections brought about by this motion, sothat, for instance, with the car standing and the motor at rest, thecontrol lever 40 may be swung sharply from a neu- 'tral position,between points 44 and 45, to a and its controlling escapement are shownin Figs. 6, 8 and 9. The switch lever 32 (Fig. 6) is built in the formof a small controller drum, to which power wire 49, Fig. 1, and contacts34, 35, 36, 37, 38 and 39 are brought, through control fingers ofcorresponding numbers, adjusted by screws and locknuts 86, Fig. 7, andmounted by springs 87 on metal connection castings 88 to which thevarious control leads are brought in any suitable manner. These smallconnecting castings are screwed to a fiber block 90, which forms partof'the controller frame. The controller drum 32 is cast hollow andsecured to a squared shaft 91, by means of insulating cement poured intothe space shown at 92, as shown in Fig. 7. .Thecontroller drum 32 isinsulated from its frame by substantial fiber washers as at 93, Fig. 6,and the various controller rings, all interconnected by the drum 32, arearrangedns shown in the developed plan, Fig. 1.0, which also shows theangular relation of the controller rings, and of the controller lockingnotches 94, 95, 96, 97, and 98 and locking roll 99, of the escapementdevice, these parts being shown also in Fig. 8, together with theauxiliary roll 100, and mid notches 101, 102, 103 and. 104. The lockingrolls 99 and 100 are mounted on swinging links 105 and 106 (Fig. 9) andthese links are acted upon through the medium of springs 107 and 108 andsuitable adjusting nuts and washers, by a link 77 connected to theclutch operating lever 68, as shown in Fig. 2, so that said link 77 willbe shifted from right to left by the opening of the clutch 28 by theclutch coil Movement of the control drum is further regulated by a flatspring 109 (Figs 6 and 9) this spring being lifted by a light rod 110 onthe closing of the previously mentioned self started relay, andengaging, when lifted,-with a notch 111 in the bottom of a gear 112which is in mesh with the rack 75 (Figs. 2 and 9) so that, With the selfstarter relay closed, the gear 112 cannot be rotated by said rack 75.

The controller locking notches 94, 95, 96, 97, and 98 correspond inangular position to the gear distinguishing flats4-l, 45, 46, 47 and 48,on the control sector 42 (Fig- 3). This angular relation is furtherillustrated in developed plan, Fig. 10. When the con trol lever 40 isover gear distinguishing fiat 44 the locking roller 99 is in the planeof the controller locking notch 94, and the wire 49 and contacts 39 and34 are connected through the master switch drum 32, as indicated in Fig.1, thereby opening clutch 28 and enmeshing reverse gear train. Placingthe control lever 40 over flat 45 rotates the drum 32 so that thelocking roller 99 -with the clutch 28 closed and the link 77 drawn tothe right (see Fig. 2) a pressure is exerted on the link 105, whichcarrles the locking roller 99, tending to force said roller into thenotches 94, etc. The locknut Placing the control lever 40 113 isadjusted so that with the link 77 to i the right, the link 106 holds theroller 100 clear of the notches 101, etc. The locknut 113 is set so thatmotion of the link 77 to the left first compresses the spring 108,pushing the roller 100 toward the notched ring, and then carries theroller 99 clear of the notches 94, .etc.

Fig. 11 shows details of the spring connection 76 in the rack bar 75,Fig. 2. The rack bar 75 is broken at this point and one end terminatesin the annular casing 76, and the other in a washer 116, held in placeby two locknuts within said casing. Springs 114 and 115 form a yieldingconnection between the two parts of the rack, these springs beingseparated by the washer 116 and the compression of the springs beingregulated by adJustmg the position of said washer 116 and of a screwedgland 117'at one end of the casing 76.

For convenience, I have, in. Fig. 10, lettered the five positions of themaster switch a, I), 0, (Z and c. )Vith the master switch in position (Zthe controller locking roller 99 sets into the notch 97, and a circuitis completed from the wire 49 to the contacts and 37, which, as earlierdescribed, opens the clutch 28 (Fig. 1) and enmeshes the second geartrain. Swinging the control lever 40, Fig. 3, from a neutral positionbetween flats 45 and 46 to the left past flat 44, causes the rack 75,Fig. 2, to tend to move to the right, thereby compressing the spring 114and moving the master switch lever into position b, Fig. 10, at whichpoint the locking roller 99 engages the notch and stops furthermovement. This position engages the self starter relay 7 8, Fig. 2,starting the motor and lifting the rod 110, and engaging the spring 109,Fig. 6, in the notch 111 of the gear 112. Position 1) also opens theclutch 28, Fig. 2, by excitation of the coil 29, and releases the roller99, Fig. 8, from the notch 95 by reason of the thrust of the link 77,Fig. 9, on the link 105. The master switch drum 32, however, is held inposition 2) until the motor picks up its own power, at which time relay78 drops, releasing the spring 109 from the notch 111, Fig. 6, andallowing the master switch to reach a position between I) and a, whereit is held by the roller 100, Fig. 8, engaging the notch 101. This midposition breaks the clutch coil circuit and closes the clutchmomentarily, with the gears on neutral. Closure of the clutch shifts thelink 77, Fig. 9, to the right, thereby swinging the link 106 to theright, and releasing the roller 100, Fig. 8, from the notch 101 andputting the spring 107, Fig. 9, in compression. The master switch drum32 is now free to swing to position a where the roller 99 engages thenotch 94 and the clutch 28 is opened and the reverse gear enmeshed.Opening of the clutch 28 shifts the link 7 7, Fig. 9, to the left,releasing the roller 99. This permits the master switch drum 32 to reacha position to the left of a, Fig. 10, breaking connection with theclutch coil 29 and closing the clutch 28, Fig. 2. Thus, a singlemovement to the left of the throttle lever 40 Fig. 3, suffices to startthe motor and pick up the car on reverse gear,

running it backward. This backward travel may be stopped by a slightmotion of the throttle to the right over fiat 44, thereby opening theclutch 28, the assistance of the brake being employed in effecting thestop if required. It will be noted in Fig. 10 that in moving fromposition a to the left, contact with reverse segment 34 is prolongedafter discontinuation of contact with clutch segment 39, leaving the.reverse gear in mesh when the clutch closes. In leaving position a tothe right, the reverse gear circuit is broken before the clutch isdropped, leaving a circuit complete from the generator 31, Fig 1,through the wires 49 and 52, neutral coils 23 and 24, wire 53 andcontact 33, back to the generator, setting the gears on neutral. ,Asimilar effect, in reverse'order, is secured by the relative positionsof segments 36 and 39 in position a. If, from the neutral positionbetween 44 and 45 the control lever 40 is swung sharply to a high speedposition on third gear, as shown in Fig. 3, the rack 75 (Fig. 2) will beshifted to the left, compressing the spring 115 (Fig. 11) and tending torotate the master switch drum 32 anti-clockwise. Upon reaching positionb (Fig. 10) the roller 99 engages the notch 95, the clutch 28 is opened,the link 77 is moved to the left, the roller 99 is lifted clear of thenotch 95, and, unless impeded by the spring 109 (Fig. 6) connected tothe self starter, the master switch advances to a position between 6 and0, where it is locked by the roller 100'engaging the notch 102.

This position closes the clutch 28, which, in turn shifts the link 77,to the right, releasing the roller 100 and compressing the' 'the roller99 and compresses the spring 108, permitting the master switch toreach'a position between 0 and d where it is held by the roller 100 engagingthe notch 103. This movement closes the clutch 28 and runs the car onlow gear. Closing the clutch 28 shifts the link 77 to the right,releasing the roller 100 from the notch 1'03, and compressing the spring107, permitting the master switch to reach position (1 where it is heldby the roller 99 engaging the notch 97, this movement opening the clutch28 and enmeshing the second gear. Opening the clutch 28 shifts thelink77 to the left, releasing the roller 99 and compressing the spring108, permitting the master switch to reach a position between at and e,where it is held by the roller 100 engaging the notch 104. This movementcloses the clutch 28 and runs the car on the second gear.

Closing the clutch 28 shifts the link 77 to the right, releasing theroller and compressing the spring 107 permitting the master switch toreach position 6, where it is held by the roller 99 engaging the notch98, thus opening the clutch 28 and enmeshing the third gear. Opening theclutch 28 shifts the link 77 to the left, releasing the roller 99 andpermitting the master switch to pass to the right of position 6, therebyclosing the clutch 28 and running the car' on third gear at a rateadjustable by control lever 40, or by the accelerator, as desired. Onemotion of the control lever, therefore, suffices to start the motor,pick the car up on the first gear, then change to second gear and thento high gear, at a rate limited only by what the car should stand, andadjustable by adjustment of the stroke of clutch coil solenoid 29.

From the third gear the car may be returned to second or to first gearwith one motion of the control lever, and speed control then taken bythe foot throttle. If, for instance, with the car running on high gear,control lever 40, Fig. 3, is returned to a position between 46 and 47,the rack 75, Fig. 2, will be shifted to the right, compressing thespring 114, Fig. 11, and turning the master switch drum 32 back toposition 6, Fig. 10, where it is held by the locking roller 99 engagingthe notch 98. llhis position opens the cluth'28, shifting'the link 77 tothe left, releasing the roll 99 and compressing the spring 108. Thispermits the master switch to reach a position between 6 and d, where itis held by the roll 100 engaging the notch 104, this movement enmeshingthe second gear and closing the clutch 28; Closing the clutch 28 shiftsthe link 77 to the right, releasing'the roll 100, compressing the spring107, and permitting the ,master switch to reach position (Z, where it isheld by the roller 99 engaging the notch 97. This opens theclutch 28 andshifts the link 77 to the left, releasing the roller 99, compressng thespring 108 and'permitting the master switch to reach position between dand c, where it is held by the roller 100 engaging the notch 103, thismovement emneshing the first or low speed gear and closing theclutch 28.Closing theclutch 28releases the roller 100 as before, but the spring114, Fig. 11, has reached its center position and the mas ter switch hasno more. tendency to move.v

Fig. 12 shows details of the clutch coil 29 and contact 33, Fig. 1. The'coil 29 is wound on a fiberspool 118, and set in an iron frame or yoke119, secured by a brass tube 120. A

hollow plunger 69 operates, over a dash pot piston 121, perforated as at122, so that with the coil excited and the plunger lifting to open theclutch 28, Fig. 2, the light oil kept in the hollow plungerflows freelythrough perforations 122, lifting a disk, 123 until it contacts with astop pin 124; on a, rod 125 fixed to the frame 119. This permits rapidopening of the clutch. In closing, however, when the plunger is loweredby the pull of the clutch spring, this oil must flow through the spacebetween the ring 123 and the piston 121 in order to reach theperforations 122. This retards the closing action, closing the switchgently, and at a rate adjustable by manipulation of the distance betweenthe disk 123 and piston 121, by means of-the adjusting rod 126and-locknut70. I

Contact 33 comprises a copper disk '33 making connection with'two carboncontacts 127, when the rod 128 is lifted by the action of the plunger69. The rod 128 is held down by a spring 129, and a firm contact,between the disk 33 and contacts 127 is secured by aspring 130. The disk33 is insulated'from the surrounding metal by a substantial fiber washer131 and the contacts 127 are mounted on a fiber frame 132.

The interval between the opening of the clutch and the enmeshing of thegears is timed by adjusting the position of the disk 33 on the rod 128,by means of a locknut 133, thereby permitting more or less of the rod128,:toprotrude into the chamber space labovethe plunger 69. The periodof closed clutch acceleration between gear changes is regulated byadjusting the point of full closure of the clutch .28 to variouspositions, permitting a greater or lessamount of travel downward of theplunger 69 between full clutch closure and the downward limit of theplunger stroke. This may be adjusted either by varying the angle atwhich the lever 68, Fig. 2, is connected to the clutch operating shaft65, or by varying the connection between the shaft 65 and the clutch 28.In either case, the locknut 113 on the link 77 (Fig. 9) is adjusted torelease the locking roll 100 at the end of the down stroke of theplunger 69, rather than at the point of clutch closure.

Fig. 1v shows the manner of connecting the clutch pedal 30 to the clutchoperating shaft 65. The ring 79 is connected to the shaft 65, this ringhaving a stop lug 80 which is contained'in a segmental slot 81 in thehub of the clutch pedal 30, whereby the clutchmay be opened by the lever68 (Fig. 2) without moving the clutch pedal 30, the latter being held inplace by a spring 82 which holds the pedal against a stop 83.

Downward movement of the clutch pedal 30 is limited by an adjustingscrew 84 and lock, nut 85 so set that the maximum movement of the clutchpedal. is not quite suflicient to close the contact 33, which may belocated in the master switch case 66 or at the clutch coil 29. The lever68 is fastened directly to the clutch operating shaft 65.

While I have shown and described electrically-operated means foroperating the V clutch and the gear shifting devices my invention in itsbroaderaspect is not limited thereto, as power other than electricalpower it is evident that an independent lever might I be used, nor is itnecessary that such primary element of the controlling device should bemounted upon the steering col- I umn, as the dashboard or other portionof the vehicle structure may be utilized for this purpose, the onlything which is essential in this respect being that the said primaryelcment of the controlling device shall be with in convenient reach ofthe driver of the car.

I claim: 1. The combination, in a vehicle propel-v ling devioe, of adriving shaft, a driven shaft, a clutch and gearing for connecting saiddriving and dri yen shafts, and interdepend- 130 tantly controlled bysaid lever and by the clutch operating devices.

3. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch, sets of gearing interposed between saiddriving and driven shafts, a control lever, and electromagnetic devicesgoverned thereby for first opening the clutch and subsequent-1yeffecting change in the gear relations between the driving and drivenshafts.

4. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch interposed between said driving and drivenshafts, a control lever, and power mechanism governed by said controllever and serving to open said clutch.

5. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch and gearing interposed between said shafts,said gearing being adapted to vary the speed of the driven shaft inrespect to that of the driving shaft, a control lever, andelectromagnetic power mechanism governed thereby and serving to open theclutch and to shift the gearing in order to effect the desired changesin the speed of the driven shaft.

6. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch and gearing interposed between said shafts,said gearing being constructed to vary the speed of the driven shaft inrespect to that of the driving shaft, a control lever, andelectromagnetic power mechanism governed thereby and serving to firstopen the clutch, then to effect the desired adjustment of the speedcontrol gears, and then to permit the clutch to close.

7. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch and gearing interposed between said shafts,said gearing being adapted to vary the speed of the driven shaft inrespect to that of the driving shaft, a control lever, andelectro-magnetic devices governed thereby and serving to open the clutchand to shift the gearing in order to effect the desired changes in thespeed of the driven shaft.

8. The combination, pelling device, of a driving shaft, a driven shaft,a clutch and gearing interposed between said shafts, said gearing beinconstructed t'o'vary the speed of the riven shaftin respect to that ofthe driving shaft, a control lever, and electro-magnetic de-' vicesgoverned thereby and serving to first open the clutch, then to effectthe shifting in a vehicle proof the speed control gears, and then topermit the clutch to close.

9. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a system of variable speed transmission gears interposedbetween said shafts, a control lever, and electro-magnetic devicesgoverned thereby and serving to eflect step by step change from one setof transmission gears to another by shifting of the gears.

10. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, transmitting mechanism interposed between said shafts, asupporting column and a control lever mounted thereon, andpower-actuated means governed thereby and controlling the transmissionmechanism between the driving and driven shafts.

11. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, transmission mechanism interposed between said shafts,electro-magnetic devlces for ad uStmg said transmlsslon mec-h anism, aswitch for governing the operation of said electro -magnetic devices, apower control lever and a lever movable therewith and serving to governthe opening andclosing of the circuits of the electromagnetic devicesfor adjusting the transmission mechanism.

12. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a system of gears interposed between said shafts andserving to vary the speed of the driven shaft in respect to that of thedriving shaft, power-mechanism for shifting said gears by a step by stepmovement, and a time element device for regulating the interval betweenthe successive movements.

13. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, a clutch and a system of gears interposed between saidshafts, said gearing serving to vary the speed of the driven shaft inrespect to that of the driving shaft, power mechanism for controllingboth the clutch and the gears,- and a time element device for regulatingthe interval between the adjustment of the clutch and the adjustment ofthe gears.

14. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, transmission mechanism interposed between them,electro-magnetic means for controlling the operation of saidtransmission mechanism, a controlling switch for said electro-magnets,means whereby power is applied to said switch to move the same, and anescapement for regulating such movement.

15. The combination, in a vehicle propelling device, of a driving shaft,a driven shaft, transmissionmechanism intertposed between said shafts,and includinga clutch and gearing, electro-magnetic means forcontrollingthe operation of said clutch and gearing, In testimonywhereof, I have signed my a controlling switch foiv said electro-magnameto this specification, in the presence of nets, means whereby power isappliedto said tWo subscribing itnesses. switch to move the sam'e, anescapement for JOHN C. BRACKETT. regulating such movement, and meansWitnesses:

whereby said escapement is actuated by the J. J. NIoHoL,clutch-operating mechanism. JENNIE M. IRVING.

